The Landy - September 2022

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Page 6: Could it actually be that being too sensible can get in the way of being a true Land Rover fan?

LANDY

SEPTEMBER 2022

Light is Adventure.

Allow OSRAM to help you take the road less travelled.

THE

ISSUE 104

ISSN 2056-6778 • Assignment Media Ltd

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Full story: Page 18

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Issue 104: Sep 2022 Got a problem with you Got a problem with your Freelander?

21

To advertise in The Landy, call our team on 01283 553244

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Even the toughest nuts in the Army might shudder at the prospect of deep wading in the sort of water temperatures that go with a climate knocking on for fifty below. And this version of the Wolf was equipped to do it at a depth of up to 1.5 metres.

Five feet, in other words. There are snorkels, and there’s the snorkel on this thing.

If necessary, in the space of about an hour the Waterproofed Wolf could be prepared to operate while completely submerged. Obviously, once the driver’s head was under the surface he would have no way of knowing how close it was coming to the air intake somewhere above him, and there’s also the small matter of being able to breathe, but for short bursts of action the capability was certainly there.

Another interesting feature of these Defenders is that they were built with struts to keep their tailgate down during wading. This was to let water flow in to the back body, thus preventing it from floating away, and also to let it pour back out again as quickly as possible once reaching land. Hard-top models were fitted with an escape hatch about the driver’s and passenger’s seats.

Preventing the engine from sucking in water and suffering a catastrophic hydraulic lock is the most critical matter when you’re wading a vehicle, but protecting it long-term is every bit as important. Hence the use of grease

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2022 Yearbook Footers 73

uses a remapped ECU and race-spec intercooler along with a deleted centre exhaust box to boost the 2.2 TDCi engine’s output to 1 5bhp and 2lbf.ft.

Helping make the most of this extra power and torque is Bowler’s ast Road suspension package, with a 2 lift making room for 5 B oodrich Mud-Terrains on beadlock rims. These have Bowler’s uprated brake package behind them, using 4mm front and

LAND ROVER trip in France ?

A huge stock over 2 800 m 2

Established 1985

29 mm rear discs along with 4-pot calipers developed by Alcon.

The aggression of the Defender’s lifted stance is augmented by Bowler’s lightweight bumper and steering guard, bonnet vents, rear step and, of course, a set of its huge Bulldog wheelarches.

The vehicle also gets a full Safety Devices roll cage and integral roof rack, with the latter mounting a set of Sentinel LED spotlights from Lazer Lamps.

The rest of the front lights are similarly upgraded too, and a pair of LED cubes take their place as work lights on the back of the cage.

Inside, Bowler Extreme customers will take their seat in a cabin trimmed

Same Day Service 12 Tomonth Unlimited ng all get you back on the road

g all Mileage Warranty r Boxes

U) GNOSTICS? STICS? ng all

109

09/11/2021 18:49:56

Land Rover Yearbook

?ioning all ioned: owler Motors has launched the Extreme – a conversion based on the company’s original blueprint for the iconic Spectre 110 that’s been so widely copied since the Bond movie of the same name first came out.

Available in 90, 110 and 130 form, the conversion can be carried out on customers’ own vehicles or donors sourced by Bowler. It features Bowler’s Stage 2 ast Road package, which

WE SHIP PARTS WORLDWIDE

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Continued overleaf

TRUST

DELIVERY For France only

www.land-service.com

LAND SERVICE / 2 rue de l’école / 95420 OMERVILLE

(+33) 01.34.67.76.85

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News

Issue 104: Sep 2022

Products

Vehicles

Adventure

Buyers

Land Rover extends rugby sponsorship

Bowler Extreme Defender Continued from previous page

with a bespoke blend of leather and fabric. ith all vehicles built to commission, this can be specified to suit each customer’s individual taste – as can the exterior paint colour. An upgraded stereo and Momo steering wheel are standard equipment , as are Bowler’s own dimple-died gear levers.

The conversion is rounded off with a full soundproofing set, carpeting throughout and various fixtures and fittings in billet aluminium. It’s likely to be a familiar recipe in some ways – but with the credibility of Bowler’s name behind it, not to mention the fact that the company is now part of Land Rover’s own SVO empire, this is a

Workshop

L

Defender conversion with an aboveaverage pedigree.

Does this translate into an aboveaverage price? This, says Bowler, will vary depending on the model year and condition of the base vehicle. It’s safe to say, however, that if you’re wanting a Spectre copy done on the cheap, you needn’t expect the company that created the original vehicle to be a great deal of help.

R V R LL R the omen’s Rugby orld Cup in New ealand this autumn, with the Defender being named as the event’s orldwide artner – a role it already plays for the men’s tournament. A fleet of HEV models will support tournament operations, and 52 youth mascots will be chosen as ‘Defenders of Tomorrow’.

Electric IIA stars in London concours L L R V R and hand-made suits don’t normally go hand in hand.

However Everrati, which recently partnered up with bespoke tailor Henry oole Co to showcase its Series IIA EV conversion outside the company’s shop as part of London’s prestigious Concours on Savile Row.

Helme Park 4x4 seeks skilled LR technicians

ou’re a ed in the orth a t o n land and loo in or a o in the motor trade one o the re ion’ e t re ected inde endent and o er eciali t re centl ad erti ed or illed technician . he o t come with a wor lace en ion da ’ aid lea e and a tartin alar o he com an which i a ed in ow aw i at www.helme ar .co.u ..

The LEADING LAND ROVER AND RANGE ROVER 4X4 ENGINE REBUILD SPECIALISTS Although specialising in Range Rover and Land Rover our experience covers the full spectrum of vehicles which enables us to service and repair any make and model. We bring a wealth of experience from Land Rover main dealer, but with a friendly local garage approach. No job is too big or too small and all servicing and maintenance work will be fully explained and priced to meet your needs.

02035 420 100 • sales@4x4enginerebuilds.co.uk • www.4x4enginerebuilds.co.uk 27 Riverside Industrial Estate, Unit 16 Thames Road, Barking, IG11 OND

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THE LANDY

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You can pick up your copy of our October 2022 issue from selected newsagents and Britpart dealers – or read it online at www.thelandy.co.uk 01283 553243 • enquiries@assignment-media.co.uk • www.thelandy.co.uk • www.facebook.com/thelandyuk Group Editor Alan Kidd Contributors Tim ibson, ary Noskill, Dan enn, aul Looe, Tom Alderney, ary Martin, Olly Sack Photographers Steve Taylor, Richard Hair, Harry Hamm, Michelle Thruxton, Vic eel, Mike Hill Advertising Sales Manager Colin Ashworth Tel: 0128 55 244

Group Advertising Manager Ian Argent Tel: 0128 55 242 Publisher Sarah Moss Email: sarah.moss assignment-media.co.uk

While rvery effort is made to ensure that the contents of The Landy are accurate, Assignment Media Ltd accepts no responsibility for errors or omissions nor the consequences of actions made as a result of these hen responding to any advert in The Landy, you should make appropriate enquiries before sending money or entering into a contract.

The publishers take reasonable care to ensure advertisers’ probity, but will not be liable for any losses incurred as a result of responding to adverts Wholesale copies distributed by Marketforce

The Landy is distributed

by Britpart. Details of your nearest Britpart dealer can be found at www.britpart.com Where a photo credit includes the note CC-BY-2.0 or similar, the image has been used under that Creative Commons licence. Details are available at www.creativecommons.org The Landy is published by Assignment Media Ltd, Repton House 1.08, Bretby Business Park, Ashby Road, Bretby DE15 0YZ 2022 Assignment Media Ltd

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Issue 104: Sep 2022

i on’

News

Products

Vehicles

Adventure

Workshop

Buyers

a

Am I too sensible to be a true Land Rover fan?

Yet another missed purchase leads our columnist to contemplate an existential crisis Words: Tim Gibson ’V

T R TT M M L L identifying as a Land Rover fan. I passed my formative years sitting on the stairs at home, flicking through Dad’s 4x4 magazines and drooling over the pictures of Stage 1 V8s or early Discoverys shown up to their axles in mud.

A brief flirtation with eeps during the early 1990s is the only blip in 42 years of green-oval enthusiasm. Even that came to an abrupt halt just as I was about to remove the Land Rover posters from my bedroom wall and replace them with photos of the newly

imported Cherokee. I just couldn’t bring myself to do it.

But here’s the thing. Because, despite my love of all things Solihull, I’ve started to doubt the authenticity of my enthusiasm. Regular readers may recall that I wasted precious column inches recently saying that, with fuel prices at an all-time high, it’s never been a better time to purchase a Landy. My thought was that you’re going to spend a fortune on fuel whatever you drive, so it may as well be something you love.

I say ‘wasted’ because, when push came to shove, I wasn’t true to my word. I apologise, dear reader, but, when I was offered the chance to buy

a wonderful Discovery 2 at a very generous price from a trusted source, I turned it down.

Not immediately, I would say, by way of mitigation. And, as it happens, by the time I’d chewed it over and drawn up a spreadsheet with projected fuel, repair and insurance costs that shaped my decision not to proceed, the seller had found another buyer anyway. Turns out he knows me better than I know myself.

I have a long history of doing this.

You’ve heard about the Heritage 90 I pulled out of buying at the last minute because my wife was due to give birth and I thought I should make a sensible buying decision? Had I gone with

the Landy, I’d have had an extra £20k to spend on Mini Boden within a few years, thanks to the rampant price appreciation of collectible Defenders.

Then there’s the minter of a 200Tdi Discovery 1 I test drove four times before deciding not to buy, and then saw driving around our local area pretty much every day, mocking me with its reliability and sheer style.

Oh, and the reelander 2 I didn’t purchase because the dealer treated me with disdain when I turned up in a battered old Mondeo. Or the 90 Truck Cab I decided against because my university mates needed comfy seats.

Or the Lightweight I was offered as part of my dream job editing a Land Rover magazine, which I turned down

because I thought I should spend just a few more years studying.

Turns out my love of Land Rovers is configured more by the times I’ve not acted on it than the times I have. hich makes me wonder if I’m just too boring and staid to lay claim to the title of ‘true fan’. Maybe I’m like one of those people who pretends to be a surfer but never actually sets foot on a beach, let alone turning vegan.

To salve my conscience, I’m inviting all my friends to make a two-column table. On the left side, put all the Land Rovers you’ve actually owned. On the right side, list those you’ve considered buying but not proceeded with. So long as the majority of you have more on the right than the left, I think I’m in the clear.

W W W. T I M F RY L A N D R OV E R S . C O. U K parts@timfrylandrovers.co.uk | service@timfrylandrovers.co.uk | sales@timfrylandrovers.co.uk | salvage@timfrylandrovers.co.uk

TIM FRY LANDROVERS KING ALFRED WAY | BATTLEDOWN CHELTENHAM | GL52 6QP

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Will every Defender end up in the US?

7

The UK’s largest range of Land Rover chassis sed to be millions of mummies in Egypt, until the railways bought them by the ton and used them as locomotive fuel.’ It’s not one of those quotes you tend to forget in a hurry. Turns out there’s not actually any truth in the story, but if you bang the keywords into oogle you’ll find that plenty of people used to believe it.

Some time in the future, someone is going to say something similar about Land Rovers. ‘Used to be millions of Defenders in Britain, until the Americans bought them by the container load and used them as self-propelled sofas.’

Hopefully there’s not going to be any truth in that one, either. But I’m sure I’m not the only person who, every time they look in the classifieds, wonders how long it’s going to be before there are any 90s or 110s left in the U .

Almost everything old enough now seems to be advertised as ‘US Canada exportable.’ Of course, there are the companies that specialise in rebuilding small numbers of old ones to sell into North America at vast prices, but that won’t put a dent in the supply. But what worries me is the way a common-orgarden old work wagon has now turned into a commodity whose value lies in it being lost to the Land Rover scene.

It’s just supply and demand, and so far the number of 90s and 110s on the market here may seem reassuringly strong. But think back to the days, not so long ago, when the place was awash with Series trucks and even a good one was only worth a few hundred quid.

Think back to when decent Mk1 Range Rovers were routinely cut up to build hybrids. Think back to when Discovery Tdis were nothing more than playday fodder. All were common as muck now, all are seriously rare.

There’s not a lot we can do about it, maybe. And if my own 90 was going to be worth mortgage-level money to sell abroad, I’d do it too. It’s a worry, though.

The Defender’s greatest appeal lies in the fact that the driver might be a farm hand, or they might be the ueen. That has already started to change – and if it’s lost, the whole point of the Land Rover scene will be in jeopardy.

Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk

Richards Chassis have been manufacturing and supplying high quality replacement Land Rover chassis in the UK since 1984. See our website for the entire range, or give us a call to discuss your requirements.

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Ultimate bragging rights up for grabs as Hot Wheels goes looking for an owner-built car to immortalise hat’s the ultimate accolade for a petrol-head who’s built their own vehicle? inning competition trophies, perhaps, or bestin-show awards… or even just that tenfeet-tall feeling you get when someone nods as they walk past and grunts ‘nice truck, mate.’

They’re all good. But nothing could be better than this. Imagine your own vehicle being immortalised as a Hot heels toy and going on sale all around the world. Bragging rights without equal, right?

It could happen, if your truck is cool enough. Because the Hot heels

Legends Tour is currently searching for ‘the ultimate fan-built car to recreate for toy car fans and collectors around the world.’

Last year’s winner was a 19 9 Volvo 1800 gasser from Somerset whose owner had turned it into a drag racing hot rod. Couldn’t be a lot further from a Land Rover, could it… so if they’re wanting a contrast this year, it’s your time to waltz in. inalists in the contest will be chosen by a panel including none other than design legend Ian Callum, he of aguar and Aston Martin fame. They’ll be looking for ‘the vehicle in the U that best

Gallery

embodies Hot Wheels performance, authenticity and garage spirit .

This is the fifth year of the competition, and to mark the occasion the judges will pick both an overall winner and a regional finalist to be produced as die-cast models. So, twice the chance of finding fame, then. ant to give it a bash? Of course you do. ust upload some information and a short video of your truck at www.hotwheelsuklegendstour.co.uk before 1 August and all your family and friends could soon be lining up for the least predictable Christmas presents of all time.

Land Rovers through the lens from around the world

bove potted in Tindou ust on the lgerian side o the border with Morocco and estern a ari are enough Land Rovers to eep the ost dedicated anora tr ing to figure out what the all are. re those radials on the ront and cross-plies on the bac o that 10 ” truc -cab oesn’t rain uch in lgeria right enough ic

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bove right The gorongoro rater is one o the world’s ore ost habitats or what people who now about these things li e to call charis atic ega auna.’ hich re ers to the ebras and gnus here not the 110. Though it’s ver charis atic in its own wa too even when viewed through the shi ering ha e o the rican heat ic

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Le t roo that it’s not ust older Land Rovers ou see doing safari work in Africa. The presence of a dashboard means this is a Puma – fully shorn of its roof and prepped for carrying tourists on game drives. The game in question appears blissull unaware o the e ender’s presence here apart ro that chap in the iddle towards the bac hope ull things didn’t get too exciting in the moments after this picture was taken ic nto outh

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Right This is near ologon a prings in the Masa region close to the border o en a and Tan ania. lassic Land Rover territory, you might say (especially if you were in the mood for an argu ent the thing is while this could be a picture o three e enders in a field in er shire ou now that in realit that grassland could just as easily go on for a hundred miles in every direction ic

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Products

The latest and best equipment, parts, tools, accessories and more for Land Rover owners

Mudslingerz brings Recip Trial tyres back to Britain Price: From £116 per tyre Available from: www.mudslingerztyres.co.uk MUDSLINGERZ, WHICH WAS ALREADY the UK distributor for Nortenha’s all-terrain and extreme off-road tyres, reached an agreement with the Recip factory which will see its popular Trial mud-terrain return to the U in 2 5 85R1 and 2 5 5R1 sizes. This is a directional pattern similar to the legendary Mickey Thompson Baja Claw, with protective sidewalls and a deep tread which sees it stand 2.5 tall in 2 5 8 form.

Make discontented back-benchers a thing of the past rice £45 plus VAT approx Available from Britpart dealers FEW THINGS INSIDE A LWB LAND ROVER seem to take as much punishment as its rear ench eat . hi li e or li e re lacement rom rit art’ rim ho i mm wide and comes in two parts, allowing you to change just the base or back individually to suit your requirements.

www.osram.co.uk/ledriving-lights

Light is Adventure OSRAM LEDriving® Working and Driving Lights The OSRAM range of intense LED lights are built to step up to the challenge when the going gets tough. Leave the tarmac behind and see clearly what lies ahead of you off the beat track. The LEDriving® range of robust and stylish spotlights, reversing lights and lightbars can improve near- and far-field vision whilst enhancing driving performance, even under the most extreme conditions. Don’t let the darkness spoil your next adventure.

Available from Allmakes 4x4 and Terrafirma dealers worldwide.

Budget 2” lift for Discovery 3 and 4 from Dirt Monkey Offroad rice Available from: dirtmonkeyoffroadltd.co.uk RT M R ’ 2 coil spring spacers offer an easy and

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Hella adds new Black Magic LED range rice a ro Available from: Hella stockists

E A’S B A A I SERIES of LED products is robustly built and protected by dustproof and waterproof housings, making it ideal for off-road u e. he ’re a aila le a u e i htbars and Mini-Lightbars, providing up to lumen o illumination. he de i n include a ecial re ector to ensure evenly spread illumination and thermal management to deal with changes in the ambient temperature. aila le in ood or ot attern the lights can be mounted in various ways and positions to suit your vehicle.

You can get them in any colour you want too. o lon a it’ lac . o find out more, visit www.hella.com/offroad. afforable way to get some extra ground clearance beneath your Discovery or 4. Designed for use on vehicles with steel springs as original equipment, or those which have been converted from air, they’re made from mm highstrength steel, laser-cut for a precise fit and MI welded for strength.

Sitting between the chassis mount and the top of the suspension strut, the spacers provide 2 of lift simply and more cheaply than fitting longer springs and shocks. They’re finished in a corrosion-resistant powder coat and supplied as part of a kit including all the fixings required to fit them.

Issue 104: Sep 2022

11

C D

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NEW & OEM PARTS SPOT WELDED ALUMINIUM PANELS, BESPOKE MANUFACTURING & VEHICLE RESTORATIONS

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• 80” Door RH & LH sold individually 1948 to 1953. £295.00 Correct Door latch (ex. Vat) metal plate - solid riveted in place as original OEM.

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• Inner Wing RH or LH sold individually 1948 to 1951 80” • OEM quality • Fully tool pressed as per original specifications • Exact replica of £300.00 original inner (ex. Vat) wing

1948-50 Models £2400.00 (ex. Vat)

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Issue 104: Sep 2022

POWERspec clutch kit from LOF designed for tuned or hard-worked Puma Defenders

13

rice Available from: lofclutches.com

AlliSport introduces high-performance aluminium radiator for 19J engines rice lu Available from: www.allisport.com ALLISPORT HAS FILLED A GAP in its product range by introducing a radiator for Land Rover’s 19 engine. Better known as the 2.5 TD, this was the unit that came before the 200 Tdi – and it’s still a fairly common sight today in early examples of the 90 and 110.

A direct replacement for the original, this high-efficiency rad has brazed cores and 12 fins per inch for maximum cooling in all conditions. It’s made with an integral oil cooler and comes fitted with twin 280mm Spal fans, as well as CNC-machined threads and swaged pipe connections for an accurate and secure fit.

Like all AlliSport’s radiators, the 19 unit is tested to 25 psi and made from corrosion-resistant high-grade aluminium. The company says it will deliver 5 better cooling than standard, making it ideal for use in hot climates and demanding conditions.

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LOF CLUTCH’ RSPEC RANGE is designed for Land Rovers with tuned engines and those used for heavy work like towing and overlanding. ith more and more umas now falling into those categories, the company’s TDCi Bundle includes a heavy-duty friction plate, uprated cover, concentric slave cylinder LO ’s own rather than the ord original , bleed pipe, crank seal, alignment tool and spigot bearing – as well as everything else you need to change and upgrade the clutch on any 90, 110 or 1 0 fitted with a 2.2 or 2.4 engine.

Used by leading tuners including Land Rover’s own Bowler Motors, these clutches promise a pedal weight no greater than the original. In addition, they use a sprung centre with 20 degrees of pre-damping to allow maximum balance at idle.

‘This clutch will handle highly tuned road monsters or hard worked off-roaders all day long,’ says LO . ‘If you use your Land Rover as a workhorse, tow regularly or carry any extra weight like expedition trucks do, this is the spec for you.’

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COMPLETE READY TO DRIVE CARS OR SELF BUILD KITS • Build manuals & full kits, COMPLETE READY TO DRIVE controlled speed, lights, horn,

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• Pre-cut panel sets • Build manuals & full kits, & ready-made bodies available controlled speed, lights, horn, • Manual includes full component • Pre-cut panel sets and body cutting dimensions & ready-made bodies available • Battery powered DIY kits or parts • Manual includes full component For more information please contact 01291 626141 sales@toylander.com www.toylander.com and body cutting dimensions

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A bright spark…

John Brown 4x4 has launched the E-Series, a range of Series IIs and IIIs converted to full electric drive

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Words: Olly Sack Pictures: John Brown 4x4 ohn Brown 4x4 has announced the arrival of its E-Series range of fully electric Land Rovers.

This is one of several EV conversions to have come on to the market recently – but the Yorkshirebased classic Landy specialist intends to offer ‘a reliable product at a price currently unattainable elsewhere.’

The conversion is available on 88” and 109” versions of the Series II/

J

IIA and III, all of which are offered only in turn-key form – at present, the company is not offering conversions to customer’s own vehicle, though it intends to do this in the future.

As well as the base vehicle itself, options include a choice of 24kWh and 40kWh options. The former is rated at 105bhp, with a working range of 50 miles, the latter at 105bhp (limited) and 80 miles. With around twice the

power of a standard Series truck, not to mention the greater torque of an electric motor, performance is ‘a far cry from the original.’

In each case, the vehicle can accommodate rapid charging and home charging via a wall box – or you can just plug it in to the mains. The latter is the slowest way to charge an EV, but even this will only take six hours to brim the battery.

ith the patina o a li e well lived ohn rown ’s de onstrator loo s or all the world li e a co on-or-garden eries . Loo under the bonnet however and that ain’t no two-and-a- uarter. There’s a chee badge or two to give it awa each o the with the right period loo . The co pan has wor ed hard to retain the vehicle’s originalit wherever possible repurposing ite s li e the uel gauge heater bod and uel filler nec as part o its electric conversion. Loo care ull too and ou’ll see that there’s no e haust pipe stic ing out ro underneath its rear cross e ber though the first thing ou’re li el to spot about this is that it’s galvanised

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The company’s prototype vehicle and demonstrator is an 88” Series IIA dating from 1962. Previously rebuilt on a galvanised chassis but retaining the patina of its age, this was chosen for the job ‘to demonstrate what can be done with any Series Land Rover, whether it be a nut and bolt restoration or an original and unrestored example.’

Pre-production work on the vehicle began in 2019, with the build process having been refined since then to achieve the best possible mechanical design while honing efficiency to keep costs to the minimum. ‘ or far too long,’ says the company, ‘the electric classic car market has been dictated by the few, who produce bespoke vehicles in small numbers – meaning there has never been the opportunity to mass produce and therefore reduce costs significantly across the board.’

Vehicles built in this way also have a number of features which the company says only it can offer. These include repurposed original dials, GPS speedometers, full regenerative braking and a purpose-built electric heating system using the vehicle’s original heater-demister. In addition, the 88” vehicle pictured here weighs 1310kg – 40kg less than standard – and its battery packs are upcycled from existing examples of current EVs. Customers ordering one of these vehicles from John Brown 4x4 are given a choice of doing so as part of a full nut and bolt rebuild, complete with bespoke options; with a galvanised chassis, similar to the company’s demonstrator; or in refurbished but unrestored form. In each case, the vehicle can be specified with either the 24kWh or 40kWh battery pack. ‘ ohn Brown 4x4 seeks to revolutionise the Electric Classic Land Rover Market,’ says the company.

Turn-key prices for the E-Series range start at £65,000 and climb to £100,000 including VAT, with the latter getting you a Series II/IIA with a full nut and bolt restoration to go with its 40kWh electric conversion.

Issue 104: Sep 2022

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From rags to ragtop There was a time when a soft-top 90 was just a 90 with a soft top. These days, it means a lot more in the lifestyle scene.

But however cool it is, this one harks back to the days when a lifestyle Defender was still a Land Rover at heart

Words and pictures: Dan Fenn

hen the Tdi engine was still current, you could still get a soft-top Defender fresh from the factory. You didn’t even need to be an army to do so, either.

They weren’t much like this one, though. Unless you lived in North America, in which case the Tdi engine wasn’t a thing, or you were one of the

W

very few people who had scored a 90 SV straight from the line, a Soft-Top was basically like a Hard-Top. Only with a soft-top, obviously.

This beautiful 90 dates from that era – August 199 , to be exact, putting it in the middle of the 00 Tdi age. But in no way does it resemble the ragtop 90s you could get back then. ell, it does in some ways, but you get the idea.

or two decades, it lived the sort of life a Land Rover typically lives. And it was dying the sort of death a Land Rover typically dies, with a succession of MOT fail sheets painting the picture of a former owner trying, and failing, to weld the chassis faster than it can rust.

Ever seen a vehicle getting tugged for excessive rust around the suspension mounts on all IVE corners? Ouch.

n a e ender that’s been rebuilt to such a high standard finding a good clean and un olested interior al ost co es as a suprise. ou can see an a ter ar et cupholder console around the gear levers and there’s a set o heav -dut covers on the seats but no sign an where o nappa leather the steering wheel ro a entle or a edia s ste with ore processing power than it too to put a an on the oon. i ilarl the bac hasn’t been tri ed out li e so e sort o gin palace it’s all practical and hard-wearing beneath the oor Tri canvas hood

As we all know, some of us from bitter experience, when a Defender has been reduced to that sort of state it’s basically a kit car with an identity.

Nothing whatsoever wrong with that, of course, and something else we all know is that even just an identity without the kit to go with it is now worth the sort of money that once got you a brand new vehicle.

Not this one, admittedly, which somebody once paid around fifteen grand to buy. Safe to say that won’t be happening again soon – having been the subject of a full nut and bolt rebuild, it would now take about double that to put it on your driveway.

The 90 had about 121,000 miles under its belt when the time came to be reborn. or a well looked after Tdi,

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t’s been said that a e ender 0 and a 00Tdi engine is the ost per ect co bination o engine and vehicle there has ever been. bold clai a be but i ou’re the sort o person who wants to reach or a revolver ever ti e ou see a per ectl good Land Rover engine being s ipped in avour o an L this is a sight to gladden our heart. or a well loo ed a ter Tdi 121 000 iles is nothing ore than a gentle war -up and with a good service a new ca belt and so e silicone hoses ro ritpart it’s got a whole lot ore than that in ront o it

‘The build has largely eschewed the sort of luxury-car approach you see on so many big-budget BESPOKE LAND ROVER ENGINE AND BESPOKE ENGINE AND DefendersLAND now. AndROVER amen to that, RE-MANUFACTURING many Land Rover GEAR BOX GEAR BOX RE-MANUFACTURING BESPOKE LAND ROVER ENGINE A fans would say’ BESPOKE LAND ROVER ENGINE AND

that’s just nicely run in – though the engine got what an engine deserves after a quarter of a century, however gentle or otherwise its life may have been, in the shape of a fresh cambelt, new hoses silicone jobs from Britpart in a number of areas and a good allround service.

The original R 80 gearbox remains, though it was split from the engine to fit a new rear main oil seal – in addition to the clutch plates and actuating fork that typically get done as a matter of course while the engine and box are apart. inally, the refreshed engine breathes out through a new big-bore system made by the Land Rover specialists at Demand Engineering.

So that was the engine well set for decades to come, and obviously you’re not going to invest all that money there then bolt it to 9 inches of rust. And sure enough, the solid stuff has been made right too.

Having been stripped down to an actual kit of parts, the vehicle was put back together on a new galvanised chassis – on top of which went a new

AND REPAIR AND REPAIR

Td5 bulkhead and a ‘decent’ set of doors to match. Down below, both axles were rebuilt with new swivels and brakes the latter had scored a hat-trick of advisories for worn discs all round in the vehicle’s last three MOTs prior to the rebuild and swung back under the vehicle using Old Man Emu suspension.

BESPOKE LAND ENGINE AND BESPOKE LAND ROVER ENGINE ANDRE-MANUFACTURIN GEARROVER BOX GEAR BOX RE-MANUFACTURING GEAR BOX RE-MANUFACTURING BOX RE-MANUFACTURING AND REPAIR This looks to be giving the GEAR vehicle AND REPAIR a slightly raised stance, though with AND REPAIR AND REPAIR Supply of quality spare parts

Supply of quality spare parts Supply of quality spare parts In house vapour blasting service In house vapour blasting service Full in house machining service Full in house machining service Friendly service backed up with 12 month warranty Friendly service backed up with 12 month warranty The swivels and bra es were long overdue or renewal b the ti e the 0 was ta en o the road to be rebuilt. ow its re urbished a les hold it up on a set o ld Man u springs and shoc s these loo li e the ’re giving it a odest li t though its 2 R1 Radar Renegade T all-terrains are o a si e that will fit under a e ender at its standard ride height so it should drive at least as well as it alwa s has

2 5 5R1 Radar Renegade AT 5 Supply of quality spare parts Supply of quality spare parts blasting service Supply of quality spare parts In house vapour all-terrains wrapped around its Mach In house vapour blasting service 5 rims it’s comfortably within Land house vapour blasting service In house vapour blastingInservice Full in house machining service Rover’s original specifications.

FullFull in house machining service in house machining service Full in house machining service Friendly service backed up with 12 month warran The Mach 5s, which are painted Friendly service backed up with 12 month warranty black, dial in nicely to an overall service backed up with 12 month warranty Friendly service backedFriendly up with 12 month warranty styling theme that looks like it might

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t’s not one o those loadsa one builds ou see so an o now but this is still a 0 that’s had so e significant invest ent ade in it. The bu per and roc sliders co e ro no less a source than owler Motors which doesn’t tend to be a place where ou go shopping i ou want to do things on the cheap and the rear step finishes o a crosse ber whose blac painwor disguises the act that the 0 has been rebuilt on a ull galvanised chassis

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have been inspired by AC Milan or the anarcho-syndicalist revolutionary flag. It probably wasn’t, but Masai Red looks pretty cool together with black highlights and that’s enough to be going on with.

An obvious large area of black comes from the hood, which was supplied by Exmoor Trim. Another comes from Bowler, courtesy of the bumper and rock sliders, while yet another is the mesh in an aircon style grille panel. The vehicle doesn’t actually have air-con, but if you’re looking for something with that particular feature a soft-top Tdi is probably not the best place to start.

Round the back, the red-over-black theme is continued by a NAS rear step.

The crossmember is black too – the entire chassis was painted before the

rebuild started, which is always good as it helps prevent the wrong kind of attention, though in the case of an eyecatcher like this you might conclude that that ship has already sailed.

Inside, the build has largely eschewed the sort of quasi luxury-car approach you see on so many bigbudget Defenders now. And amen to that, many Land Rover fans would say.

It’s clean and tidy, with XS half-leather seats and an aftermarket oddment holder around the gearsticks ahead of an original-style cubby box, but there’s no sign of any wood, leather, carbon, brushed alloy, polished stainless steel or sushi being served on the flawless naked body of a apanese virgin anywhere to be seen.

Instead, the seats have good heavyduty covers keeping them nice, the

drop-down rear benches are trimmed in vinyl and the rear is protected by a combination of rubber load liner and Raptor paint. The bulkhead is still in place, but up top the hood is supported by a heavy-duty roll cage bolted to the lower body.

So, no, the soft-top Defenders you could get in the 1990s weren’t much like this one. But in some ways, it’s closer in concept to the good old 90 SV than it is to its mongo-budget contemporaries. Back then, Solihull built a truck that was cool but not extreme – and that’s exactly what this one is.

Thanks to Historic Motoring Solutions for their help in compiling this article. You’ll find them at www. historicmotoringsolutions.com

The British love affair with Land Rover began...

When Huey rolled off the production line at Solihull over 75 years ago, and within a year, Series 1 Land Rovers had been exported to more than 70 countries. This iconic vehicle, whose design was inspired by the challenging rural terrain of Britain, became a global phenomenon.

Between 1948 and 1958, over 200,000 Series 1 Land Rovers were manufactured. Bought by the military, farmers and royalty, their unique place in motoring history was firmly established.

Three generations of the Duckworth family have shared this fascination for every incarnation of Land Rover that has followed, and we pride ourselves on being able to source any available part for any Land Rover, whatever the age.

We have the largest stock-holding of genuine Land Rover parts in Lincolnshire, and a workshop full of Land Rover trained technicians. So look no further, you and your Land Rover can rely on the Duckworth Parts Shop.

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20:20 vision

The 20th Anniversary edition of the Range Rover Classic is one of the rarest of all Land Rovers in the UK – on account of never having been sold here at all. Though this one is about to be…

Words: Dan Fenn Pictures: Mike Hill

mong collectors, limitededition models always come with added interest. It’s often said, for example, that the P38 Range Rover is not yet a classic in its own right… except in the case of models like the Bordeaux, Aviemore, Linley, Vogue 50 and Holland and Holland, some of which have become very collectible indeed. o back to before the 8, though, and you come to the original Range Rover – which is absolutely a full-on classic. Even a rank-and-file four-door is capable of being a collector’s car now, while rarities like the In Vogue and CS command serious extra value.

A

So how about a limited-edition model so rare it was never sold in Britain?

That’s what you’re looking at here.

In 1990, the Range Rover was 20 years old. It had done a lot of growing up in that time, in particular from a twodoor to a four-door. Both layouts had been available alongside each other for almost a decade, but with the latter accounting for the overwhelming bulk of sales, the original two-door format was about to be discontinued.

And what do car makers do when they’ve got something that’s on the way out? If you’re not sure, just try counting the number of special editions they made of the L405 Rangey last year.

So, the two-door was ripe for a special edition and there was a big birthday on the way. It’s not exactly like trying to mash matter with antimatter, is it? Thus the Range Rover 20th Anniversary Limited Edition was born.

This was a two-door and it was only offered in markets where at least some demand for a more basic Range Rover still existed. So, not Britain, then. A total of 00 were built, all of them left-hand drive, and the whole lot went to Europe – with the vast majority sold into either rance or Spain. hat you’re looking at here is one that’s come home. It’s been here since December 2019 and is currently

Left: The 20th Anniversary model dates from the same year in which Land Rover upgraded the vehicle’s standard engine choicess from 3.5 to 3.9-litre V8 and 2.4 to 2.5-litre VM diesel. The 200Tdi wasn’t introduced in the vehicle until a couple of years later – meaning this one is a retro-fit Right: Since coming back to Britain, the vehicle has been fitted with -1” suspension. Enough to make many a purist shudder, and to make many an off-roader burst out laughing, but the main thing you should be noticing here is the reassuring solidity of the chassis

the property of Mike Hill. Based near Evesham, he makes his living by trading in classic race and rally cars, and he also buys and sells old Rangeys. ‘I regularly import two-door Range Rovers from Europe,’ he says, ‘usually holding at least five in stock.’

This one carries a £14, 50 price tag, for which you get two rarities in one.

Not only is it a 20th Anniversary model, it’s also a two-door Tdi and good luck finding another of those.

It didn’t come out of the factory that way, of course. The 200 Tdi engine only started going into the Range Rover in 1992 for the 1990 model year identified by the A prefix on its VIN number , the big news under the bonnet were upgrades from the .5 to the .9-litre Rover V8 and from the 2.4-litre to the 2.5-litre VM turbo-diesel.

This is one of two 20th Anniversary models we know of that were converted to the 200Tdi later on in life, both of them in Spain.

There’s a five-speed manual gearbox behind the engine, which is how it should be with a Tdi if you want your 0- 0 time to be measurable on a clock rather than a calendar. This one’s got a hefty great towbar fitted, too, which is another reason why an auto box would have made life hard for its owners in early life.

Anyway, the 20th Anniversary spec included estminster rey paintwork and a brown teddy bear interior with

wood inlays to the dash and bodycolour alloy wheels. The vehicles had electric windows, central locking, aircon and an electric glass sunroof, too.

So, a decent kit list for the time without going all-out luxurious the way Range Rovers had become in many markets by then.

This one remains largely standard, though Mike has fitted it with a set of –1 springs. Something a lot of purists would be intent on undoing as job number one, though there’s a few others to be done too to get the vehicle back to its former glory.

‘It just requires minor interior cosmetics to finish off,’ he says. ‘The offside window motor looking at, door cards fitting and probably a few other jobs depending how nice you want to make it.

‘It runs and drives well. A bit lumpy when first started from cold – maybe a lazy injector.’ hoever takes it on won’t need to worry about the upper tailgate, though, or the indicator units, as both of these have been sorted. ‘The body is very straight,’ adds Mike, ‘with nice shiny paint. A few minor imperfections but for the age it’s excellent and gets admiring looks and comments wherever it goes.’

That’s the case with any Classic in good condition, of course, but the 20th Anniversary Range Rover can be expected to impress the cognoscenti too. ith so few of them having been made, and far less having turned a wheel on British soil, this is a rarity indeed. And it’s also a reminder that while the Range Rover came to be seen a luxury car by British customers, in some parts of the world it lived on as a premium utility wagon well into the 1990s. Which makes this a historical vehicle in more ways than one.

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The long game

f you don’t actually need a Defender 1 0, having one might be considered a bit of an extravagance. But while you would indeed be carting around a lot of unnecessary size and weight, it’s very rare to come across an owner who says they regret buying it.

I

The advantages are obvious. It’s big, and we like big things. You get lots and lots of space. Because it’s a Defender, it’s flexible, and being so big means it’s more flexible than ever.

You can, for example, take a 1 0 Double-Cab and replace the pick-up bed with

Series I (1948-1958)

The Series I, particularly in its 80 guise, is the most sought-after of

all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available.

Restoration projects require deep pockets, but see it through and the result will be worth mega bucks. one are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands

Series III (1971-1985)

The Series III wasn’t too dissimilar to the Series IIA in mechanical

terms, keeping the same 2.25-litre engines throughout the length of its production run.

In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.

Lightweight (1968-1984)

These military vehicles can easily be distinguished from regular

Land Rovers. To mimic the civvy Series machines, the Series III model built from 19 2 onwards, also had its headlights switched out to the wings.

Lightweights add an extra dimension to owning a Land Rover.

Their military history and details mean you get a truck with more stories to tell – and that stands

90/110 (1983-1990)

This is Land Rover at its best a no nonsense workhorse that can

also take you just about anywhere in the world.

Early 90s and 110s are starting to be a real collector’s item. But you’ll likely be searching far and wide for a pristine example.

These Land Rovers had coilsprung suspension, new engines and a world-beating level of rugged off-road capability.

a camping body the size of a small hotel room. Add a full length roof rack and you’ve got space for two tents, let alone one. Or keep it standard and tip runs will never be the same again.

There are drawbacks, of course.

Like everybody you know will suddenly have something they need transporting somewhere. And it’s not agile like a 90 – though you might be surprised how little different it is to driving a 110.

£5000-£75,000 for millionaire money, preservation is the aim of the game.

The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?

Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s

£2500-£30,000 They still carry the simplicity of earlier Land Rovers, but can be obtained for a fraction of the price... for now.

Pros: Most affordable way into Series ownership. Still has the Series pedigree. Parts still widely available Cons: Not yetas desirable as the earlier Series models

£3500-£22,000 out from the crowd. They’re a rare breed, though – so if you find one, it could be worth keeping hold of.

Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium

£3000-£26,000 A very early 2.25 petrol 90 is a rare thing, and a beautiful one too. But perhaps try for a 2.5 natasp diesel they’re robust and as simple as they come.

Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos Cons: Puny engines (V8 apart) Not many left in good condition

Insure a 130 Double-Cab with Adrian Flux from £275 Either way, people see the 110 as the ultimate work-or-play motor. But if it’s still not enough for you… the 1 0 awaits.

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Series II/IIA (1958-1971)

£2500-£40,000

much of that early charm. rices are on the increase, however, as these vehicles start to come into their own as collector’s items.

A 2.25 petrol 88 would be our pick, as the diesel engines were underpowered and rather noisy.

The Series II IIA has a wider stance than its predecessor and adds an extra thin layer of

refinement. hile the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body.

Pros: A sound investment to restore. Some now MOT exempt Cons: Bulkheads and chassis rot, springs prone to seizing

Series IIA/IIB FC (1962-1971)

£2500-£15,000

rarity – with all the cachet, pride and immense awkwardness that comes with this status.

By ‘rare’, we’re talking about less than 2500 Series IIA Cs in total. And they tended to have a very hard life, so not many have survived to tell the tale. orward-Control models differed from everyday Series IIs by

having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…

Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts

The Series II IIA is more affordable than a Series I, yet it still carries

orward Control Land Rovers are a cult within a cult. They’re a real

101 (1972-1978)

Only ever sold to the Army, the 101 became a cult vehicle when

£7500-£26,000 the time came for demob. They were flogged off at very low prices and turned into off-road toys – not something you’d do with one today, given the rarity and classic value they’ve taken on.

Compared to the IIA IIB C, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures

127 (1985-1990)

The 12 was built on a special production line in Solihull which

and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even

by Land Rover standards.

Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too

£7500-£25,000 took 110 chassis and stretched them. It was designed for military and commercial users and came as a high-capacity double-cab.

These days, it’s very rare to find a 12 that hasn’t been hammered, restored and or converted, or all three. eople looking for a work truck tend to go for a later 1 0, so the 12 is more of an enthusiast’s

motor. It’s popular for homebrewed overland conversions, too.

Almost all 12 s have had an engine conversion by now, too.

Lots to be wary of, then – but it’s a hell of a lot for your money.

Pros: Enormous size means limitless potential and character Cons: Unwieldy. Sure to have had a colourful life

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Defender 200 Tdi (1990-1994) £4000-£35,000 Defender 130 (1990-2016)

The Tdi engine, which arrived with the Defender name, can last for

decades if it’s looked after. ind one that’s had all its oil changes a tall order and it’ll go round and round the clock.

The good thing about the earlier 200Tdi is that it’s simpler than the later 00. hat you gain here you lose in refinement, but this is seen by many experts as the best Defender of them all.

Defender 300 Tdi (1994-1998)

The 00 Tdi engine is very different to the 200 unit it replaced, though

the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.

The arrival of the 00 Tdi also brought with it the R 80 gearbox.

This used to have a terrible reputation for relability, but most have been put right by now and they’ve

Defender TDCi (2007-2016)

The last Defenders gained modern 2.4 and 2.2 TDCi engines and

smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. amously, this was the Defender that actually had a dashboard Many people dislike the TDCi, especially the earlier 2.4, but they still change hands for huge money – especially when the likes of ahn or Twisted have been

The LT gearbox in the 200 Tdi is more truck-like than the later R 80, and these vehicles didn’t come with bling. ust be sure it’s an original Tdi you’re getting, not an old Discovery conversion.

Pros: The perfect combination of tradition and modernity Cons: Lots of horrible and/or deceptive ones around

£4500-£40,000

hen Land Rover introduced the Defender name, it was actually the

1 0 that changed the most. That’s because unlike the old 12 , it was built on a proper chassis of its own rather than a stretched 110 frame.

The advent of the Tdi engine was the making of the 1 0, too. At last, Land Rover could make them pull properly without returning single-figure fuel economy by using a hard-worked V8.

Defender Td5 (1998-2007)

become sought after for their light clutch and better shift action.

It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road…

Pros: Strength and simplicity.

Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory

The Td5 engine is arguably Land Rover’s most reliable unit and it’s

£9500-£195,000

Defender (2020-on)

involed. You will always pay a premium for a uma, and a Tdi or Td5 may turn out to be a better purchase. Even then, though, look after it and you may well never see depreciation.

Pros: Efficiency, creature comforts, off-road prowess Cons: Price, electronics, TDCi engine is unloved

£12,500-£30,000

If the subject of the new Defender comes up in enthusiast circles, try

As a result, you’ll find many more original ish 1 0s than 12 s.

Some are even still in service with the utility companies they were built for. If you want a Defender for overlanding, look no further.

Pros: A proper truck with huge capabilities in every area Cons: It’s a big lump if you don’t actually need that much size

£6000-£35,000

a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.

As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.

Despite having more electronics than the Tdi, a Td5 Defender can

still be a DIY machine. arts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever.

Pros: Off-road capability, power, overall reliability. Very well suited to being modified Cons: Rear chassis, premium prices, monstrous road tax on later vehicles

£45,000-£110,000

to steer it away on to something safer. Like Brexit, for example.

Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.

The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,

making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value the way an original-shaper does, either. Be in no doubt, though – this is a superb vehicle.

Pros: Comfort, capability, rugged fitness for purpose Cons: Not cheap to buy. Lacks the old one’s basic charm

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Freelander 1 (1997-2006)

The reelander 1 is a cheap gateway into Land Rover ownership.

It’s also a notable classic in its own way, as it heralded the start of the company’s modern era.

It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.

The 1.8 petrol used to be notorious for head gasket failures.

Today’s replacements are much

£400-£5500 more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.

Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively

Freelander 2 (2006-2015)

The reelander 2 was a massive improvement on the model

£2000-£18,500

it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.

It’s become one of the most reliable Land Rovers out there, too.

But do be aware of the rear diff and Haldex unit for costly outlays.

The 2.2-litre diesel engine is a strong performer, though for a

bargain search out one with the unpopular .2 petrol unit. Either way, it’s a fine SUV to drive. rices have fallen since the production ended, too – £10,000 now gets you one worth having.

Pros: Reliability, refinement, economy of diesel engine Cons: Transmissions can wear quickly if used for towing

Range Rover Classic (1970-96)£5000-£265,000 Range Rover P38A (1994-2002) £1500-£25,000

The original Rangey is a classic you can use everyday – and there

are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.

It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition – and sought-after rarities like the CS and LSE can be a gold mine.

Range Rover L322 (2002-12)

The Mk Range Rover hit new heights of luxury and was more re-

liable than the 8. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.

The TDV8 engine is sublime, but you’ll pay more to get one – especially the 4.4, though the . has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. uess why…

RR Sport Mk1 (2005-2013)

The Sport is mechanically similar to the Discovery – meaning it’s

a supreme off-roader as well as being a funky road ride. It doesn’t handle like a sports car, but is agile enough for an SUV. A Discovery of the same era is far more practical, however, while a full-fat Rangey has more class.

The Sport is still a massively able tow barge, though, in addition to all its other virtues.

RR Evoque Mk1 (2011-19)

hen the Evoque was launched, it signalled LR’s intent on hitting

the masses. iven that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.

It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road.

Nevertheless, it is economical

by Land Rover standards and

An awful lot of Rangeys have been neglected and or abused, and you can still buy they cheap.

But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.

Pros: Most usable classic Land Rover, V8 power, ride quality Cons: Rust, availability of parts for early models

£2250-£28,000 This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills.

It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.

Pros: Great off-road, luxury, image, TDV8 powerplants Cons: Very complex. Huge running costs

£12,500-£25,000 You’re looking at a car which many people associate with rich chavs and criminals, however. And being based on the Discovery , it can’t help but share that vehicle’s reputation as a money pit.

Pros: Decent performance and all-round dynamics Cons: A Disco 3 is more usable.

Expect horrific running costs

£9500-£47,000 because there are so many out there, used prices are tempting.

There’s a Convertible model, too, as well as three and five-door tin-tops. e say stick to the latter, and be sure to get one with 4 D. Pros: Economy, handling, iconic concept-car image Cons: Cramped rear seats, not as practical as a Disco Sport

A Mk2 Rangey in good working order is still a sensational car to

own, even today. The problem is that they’re very complex and very, very good at going wrong.

Air suspension failure is the norm. Head gaskets can let go.

Electronics are laughably flaky.

And parts can cost the earth – as will the labour bills. erhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t

Range Rover L405 (2012-on) £27,000-£180,000

The current Range Rover is a majestic 4x4. All the engines in the

range supply copious amounts of power, and its road manners are absolutely impeccable.

It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.

RR Sport Mk2 (2013-on)

The second-generation Range Rover Sport is 400kg lighter than

the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.

Some won’t like the flamboyant posture, while others will love it.

Either way, inside the cabin it’s very nearly as luxurious as the full-fat Range Rover.

RR Evoque Mk2 (2019-on)

Most Range Rovers all look the same at the front now, but the new

The Velar a competent cruiser and has received numerous accolades

other models expected to follow the Velar in due course.

But is there a whiff of style over substance? ell, it’s a very good SUV. But you don’t half pay a premium for those suave looks...

Pros: Stylish design, chic cabin, excellent tech features Cons: Feels like an indulgence, especially at such a high price

The original Discovery was based on the Range Rover of the time,

Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. rices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.

Pros: Class, luxury, engines, vast all-round capability Cons: Price

£22,500-£160,000

Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch ro Duo tech and a hike in quality.

The main highlight of the new Evoque is the fact the majority of the range is made up of mild

Range Rover Velar (2017-on) £30,500-£95,000 Discovery 1 (1989-1998) because of its particularly handsome exterior. It’s based upon the same architecture as the aguar - ace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.

The interior is Land Rover’s most advanced cabin to date, with

spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.

Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid

with the same 100 wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.

Over time, the Discovery’s epic off-road ability meant almost all of them were hammered at playdays.

Lower body rust is a big killer, too.

So it’s rare to find a good one now,

The only stumbling block with such a fine motor is going to be how to pay for it. Depreciation has started to bring down the purchase price – though you’ll never run one on a shoestring.

Pros: Performance, refinement, glorious interior Cons: Marmite image. Pricey to buy and run

£31,600-£55,000 hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.

Pros: Feels like a proper Range Rover inside Cons: Petrol engine is poor on fuel economy, even as a hybrid

£800-£18,000 and when you do they tend to be priced with a lot of optimism.

Very early ones in tip-top condition are full-on classics, too. or a sound one to own, we’d look for a tidy 00Tdi. Pros: Price, practicality, parts availability. Epic off-road ability Cons: The body rusts like it’s been doused in sea water

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Discovery 2 (1998-2004)

The Disco 2 is powered by the Td5 engine, one of Land Rover’s most

most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty. hereas the Disco 1 was prone to body rust, the D2 is fine here.

Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat

Discovery 5 (2017-on)

The Discovery 5 is a versatility monster. As an all-rounder, at

launch it was the most capable Land Rover on sale – the new Defender will be going some to wrest that crown from it.

All the engines in the range are refined and flexible, and its chassis is remarkably supple for such a big vehicle. There’s no end of electronics working away in the background, but the effect is very

£1000-£12,000 models had air-suspension, with all the horrors that brings.

Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.

Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension

£24,500-£80,000 convincing – as is an interior that might make you wonder why you’d bother paying more for a Range Rover. ust be careful not to go wild with the options and end up paying more for a Discovery…

Pros: Immense blend of comfort and practicality Cons: Feels more like a softroader than a proper Discovery

Discovery 3/4 (2004-2017)

The Disco is an astonishing allround vehicle. It’s good on the road

and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.

The Disco 4 was basically the same vehicle evolved in the used market, it all comes down to your budget. The problem will always

Discovery Sport (2015-19)

The Discovery Sport packs seven seats into a reelander-sized

body and dishes up an appealing all-round blend of comfort, kit and general driving manners.The third row of seats is only suitable for little ‘uns, though, and off-road it’s a Discovery in name only.

It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of osh Spice jokes. You

Discovery Sport (2019-on) The second-generation Discovery Sport arrived only four years after the first. That’s because once again, it’s related to the Evoque, which was launched several years earlier and was therefore ready for a full new model in 2019.

£2450-£34,000 be maintenance costs – infamously, the timing belt is a body-off job, and rust is becoming more and more of an issue with these vehicles, too.

Pros: All-round ability, stunning practicality, luxury and kit on high-speccers Cons: Cam belts, handbrakes air suspension… the list goes on

£13,000-£33,000 might shudder at the price if you’re buying new, though – but on the used market, there are some tidy looking deals to be had, even on high-spec examples.

Pros: More practical than an Evoque, and less vulgar. Seven seats. Capable enough off-road Cons: Back seats only for small mammals. Price of top models

£21,000-£52,000 The Disco Sport is a premium medium-sized SUV. It’s available with seven seats and, by the standards of the competition, models with four-wheel drive offer a decent level of off-road ability.

It’s a massively popular choice

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for the school run – and, with the arrival of a plug-in hybrid early last year, as a company car. uality has taken a step up from the first model, with far better chassis dynamics and overall refinement. There’s a range of

excellent drivetrains on offer, and the interior is a quantum leap ahead from the old model – it now feels fit to be called a Discovery, whereas the previous version was more of a reelander. The Sport has grown into a convincing pre-

mium vehicle, and the range offers enough choices to suit anybody with the means to buy one.

Pros: Classy and practical cabin, all-round good to drive Cons: You can get a Defender for the price of some models

28

w w w. t h e l a n d y. c o . u k

News

Issue 104: Sep 2022

Products

Vehicles

Adventure

Workshop

SERVICING, REPAIRS, MODIFICATIONS S PARTS & ACCESSORIES ES E S ROAD & OFFROAD D

Series II (1959). 2.25 petrol. Full cage, custom stainless exhaust, flip front. Runs and drives as it should.

Really good chassis and bulkhead.

Tax/MOT exempt. £11,000 ovno.

Mannigtree. 07541 992282

Series III 88” Hard-Top (1972).

200Tdi. engine installed Galvanised chassis. Freewheeling hubs.

Bulkhead replaced. Tax exempt. £6000. Forest Of Dean. 07971 151760 07/22/005

Series II 88” 2.25 petrol ST (1959). 86,000 miles. Full resto in last 2 years, 450+ professional man hours. Galv chassis and bulkhead, all running gear rebuilt, teak floor. Stunning. £47,995. Frome.

07515 887278 07/22/001

Series IIA Lightweight (1970).

Ex-military. Runs but needs TLC. Serious enquiries only please. £7000. 07588 222291 09/22/002

08/22/001

Series III 109” 2.25 petrol (1978). 64,000 miles. Ready to use slide-out mobile bar. Fully fitted rear with pump coolers, 6 beer taps, decoration lights. Ex-Army ambulance. £13,000. Nuneaton.

02475 260663 07/22/002

Defender 50th Anniversary (1998). 44,000 miles. Pre-production. Fully rebuilt in 2019 with blueprinted engine. Engine No 00001 – the first 50th Anniversary ever built. No MOT. £59,950 07831 370000 09/22/004

Defender 90 2.2 TDCi (2012).

34,000 miles. Snorkel, cage, BFG M/T + Michelins on steel modulars, waxed, diff and steering guards, rock sliders. Excellent condition.

MOT Feb 23. £27,500. Wiltshire.

07733 362847 09/22/001

Defender 110 2.4 TDCi County HT (2008). 86,000 miles. Recent major refurb including all suspension, brakes, body, chassis and interior. Mechanically sound, rust free.

MOT March. £17,400. Newport.

07977 198241 07/22/016

Defender 110 2.2 TDCi CSW (2015). 29,200 miles. Part-leather, rear view camera, HD bumper, window mesh, LEDs. Good interior, paintwork needs LTC. FSH. MOT Apr. £39,000. Bournemouth.

07779 888880 08/22/006

Defender 110 XS Puma (2008).

143,000 miles. Pop-top roof, 2 solar panels, National Luna fridge/ freezer and split-charge. Longrange tanks. Excellent all-round.

MOT Mar 23. £35,950. Chester le Street. 07791 263487 07/22/009

Defender 90 2.4 TDCi (2007).

Restored last summer. Replacement engine with Stage 1 remap.

New transfer box. Cage, snorkel, winch, lift, A/T tyres. No rust. MOT Dec. £23,990. Leominster. 07933 061057 08/22/002

Defender 90 Td5 XS (2004).

120,000 miles. Bespoke rebuild in 2020. New gearbox, transfer box, turbo and many other new parts.

A true one-off custom 90. FSH, 10 months’ MOT. £26,500. Ferndown.

07471 746688 08/22/005

Part-built Defender. P&P Chassis.

2009 panels. Pegged axles with Ashcroft shafts, ARB lockers and new bearings etc in shotblasted and powder-coated casings.

Will take most engines. No docs. £7950. 07831 370000 09/22/003

Discovery TDV6 S (2004). Expedition prepped. Roof tent and annex, Terrafirma winch, alloy bash plates, window blinds, light guards. New turbo, EGR, compressor, handbrake module. MOT Apr. £6000. Nottingham. 07503 761295 09/22/008

Discovery 3.9 V8i ES (1997).

176,312 km. LPG. Auto. Jap import in 2006. Never needed welding, drives like new. Recon engine in 2012 at 119,598 km. Polybushed.

Upgraded brakes. £5995. Chester.

07848 941746 09/22/006

Range Rover 4.6 Holland and Holland (2000). 118,000 miles.

Climate, cruise, leather, nav. Correct 18” alloys. Bumpers and wheels refurbished. One of 400. Original manuals. FSH. £12,500. Brighton.

07795 023663 09/22/007

Range Rover In Vogue (1981).

Nut and bolt restoration. Chassis, axles, body stripped and treated, engine rebuilt, many new parts. £49,995. Stoke-on-Trent. alan. kidd@assignment-media.co.uk (will forward) 09/22/005

Range Rover 200Tdi (1990).

Limited edition 20th Anniversary 2-door. LHD. 5-speed manual.

Correct features, new top tailgate, solid chassis. Needs a few cosmetic jobs to finish. £14,750. Evesham.

07708 470030 07/22/003

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To advertise in The Landy, call our team on 01283 553244 w w w. t h e l a n d y. c o . u k We’re on Facebook: www.facebook.com/thelandyuk

The first 50th – and the last!

MAG

AZIN

Issue 104: Sep 2022

29

E

THE 50TH ANNIVERSARY DEFENDER 90 is one of the most valuable rarities Land Rover has ever made. So this one is a rarity among rarities.

Not only is it a pre-production model – it’s also the very first off the line, with engine number 00001 to prove the point.

The engine number is particularly relevant because the 50th Anniversary Defender was the only one fitted with Land Rover’s 4.0-litre V8. So this one is the first of a few, and a very special few at that – which makes it very significant indeed. Not only that, it was fully rebuilt three years ago using original parts throughout. As part of this process, the original engine was blueprinted – and with just a few hundred miles having gone under its wheels since then, the now near-perfect V8 is as good as new and hardy even run in.

This is not the only 50th Anniversary that’s had the full back-to-original treatment. So apart from the number on the engine, does anything else set it apart from the rest of its rare kind?

Yes, actually. ‘This example features a pre-production specification under-bonnet fuse box and ECU cover,’ says its owner. ‘Unlike the production models, it is fitted with a mud flap featuring a square exhaust cut-out, has no aluminium transfer knob or window winders and also lacks the grey leather-trimmed automatic gear shifter.

‘Being pre-production, it was designated 50th number XX-X. The plate plaque is with the vehicle.’ Now, that really is a talking point…

And here’s another. It’s understood that this 90 is the actual one whose photographs appear in Land Rover’s brochure for the 50th Anniversary.

Yet despite being the first, it was also the last.

How, exactly? ‘The car was marked as completed on 20 May 1998,’ explains its owner. ‘But it was not registered until the year 2000 – hence its V-reg number plate.’

So as if it’s not unique enough, this here is the only 52nd Anniversary 90 in existence.

Vehicle number XX-X is in excellent condition and recently waltzed through the MOT. Even a ropy Anniversary 90 will make strong money, too, so brace yourself for what’s coming.

It’s £59,950. And, we’d suggest, worth every penny. This is the stuff of history, and as safe places to put your money go it’s probably one of the best on four wheels. Less than it’ll take to put you into a new Defender right now – and we all know which of the two will still be worth that much ten years from now. If you’ve got the readies, it’s advertised on the page opposite.

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Issue 104: Sep 2022

We’re on Facebook: www.facebook.com/thelandyuk

STOCKIST DIRECTORY

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